JP6056818B2 - Accelerator pedal reaction force control device for vehicle - Google Patents

Description

The present invention relates to a pedal reaction force control device capable of changing an accelerator pedaling force (pedal reaction force or resistance) according to a condition, and more specifically, an accelerator opening degree detecting means for detecting an accelerator opening degree of an accelerator pedal. When, in the motor vehicle and a vehicle running control means for controlling the driving force based on the accelerator opening, it relates to an accelerator pedal reaction force control equipment for a vehicle which controls the accelerator pedal reaction force.

  Normally, the reaction force control of the accelerator pedal of a car (stepping force control) increases the pedaling force when the accelerator opening exceeds the high fuel efficiency and keeps the speed of the driving car constant without stepping on the accelerator pedal. It is made to function like a footrest by making it heavy during cruise control.

  In addition, there is a reaction force control of an accelerator pedal of an automobile that makes it easier to step on the accelerator pedal than usual in the sport mode, for example, the accelerator pedal device of Patent Document 1 is one of them.

The accelerator pedal device of Patent Document 1 includes an electronically controlled damper that generates a braking force in the reverse direction of the pedal arm depression direction only when the pedal arm depression angle is increased. For example, the braking force is set to be weakest as compared with the normal mode and the environmental protection mode.
In other words, in the case of the accelerator pedal device of Patent Document 1, in the normal mode and the environmental protection mode, the braking force is set to be larger than that in the sport mode.

  However, even when the driving mode is normal driving under normal mode or environmental protection mode, there are situations where quick acceleration is required, for example, when the vehicle ahead is ahead, and in this situation the pedal It is difficult to step on the arm and the driver may feel stress.

Furthermore, Patent Document 2 proposes an accelerator pedal device that performs control utilizing the viscous reaction force among the reaction force of the accelerator pedal, and an automobile equipped with the accelerator pedal device.
According to the accelerator pedal device of Patent Document 2 and an automobile equipped with the accelerator pedal device, an increasing reaction force curve (see FIG. 11 in Patent Document 2) showing the relationship between the pedal reaction force and the pedal position is a control target of the pedal reaction force. Used as

  This increased reaction force curve is a control in which the pedal force increases when the accelerator pedal is depressed quickly because the pedal reaction force increases in a quadratic function with respect to the increase in the pedal position.

  However, there is a situation where quick acceleration is required, for example, when the vehicle ahead is ahead, but in the case of the above-described control disclosed in Patent Document 2, in such a situation, as in the problem of Patent Document 1, the pedal is It was difficult to step on the arm, and the driver could feel stress.

JP 2014-43236 A JP 2006-281798 A

  SUMMARY OF THE INVENTION Accordingly, an object of the present invention is to enable quick acceleration with good response in a mode in which a reaction force against the depression force of an accelerator pedal is increased, thereby preventing a driver from feeling stress.

  A vehicular accelerator pedal reaction force control device according to the present invention includes a pedal in an automobile including an accelerator opening detecting means for detecting an accelerator opening of the accelerator pedal and a vehicle travel control means for controlling a driving force based on the accelerator opening. An accelerator pedal reaction force control device for an automobile that controls reaction force, comprising: pedal operation change amount detection means for detecting an operation change amount that changes due to operation of an accelerator pedal; and the pedal reaction force is increased more than in the first mode. When the second mode is set, pedal reaction force suppression means is provided for suppressing an increase in the pedal reaction force when the pedal operation change amount detection means detects the operation change amount greater than or equal to a predetermined value. It is characterized by that.

  According to the above configuration, the accelerator pedal reaction force control for the vehicle can provide a sense of security that increases the response when the accelerator pedal is depressed, a sense of stability, and a light operation feeling during sudden acceleration operation, that is, a sense of unity between the horse and horse. Equipment can be provided.

  Here, when controlling the driving force, the vehicle travel control means includes not only directly controlling the engine output but also indirectly controlling the driving force by controlling a shift, braking, or the like. . Specifically, the vehicle travel control means includes a traction control that recognizes idling from the vehicle speed and the rotation speed of each tire, and reduces / adjusts the driving force from the engine to eliminate tire idling.

  The accelerator pedal reaction force includes at least one of repulsive force, frictional resistance, and viscous resistance depending on speed.

  The accelerator opening indicates a depression amount such as an operation amount of the accelerator pedal, a depression angle, and the like.

  The amount of change in operation indicates, for example, the amount of change (rate of change) in the accelerator pedal operation speed, operation acceleration, and reaction force (stepping force). May be the amount of change.

  In one embodiment of the present invention, the pedal operation change amount detection means is a pedal operation speed detection means for detecting an operation speed as an operation change amount. In the second mode, as the accelerator opening increases. In addition to having a characteristic of increasing the reaction force increase amount with respect to the first mode, and when the operation speed is higher than a predetermined value, the increase in the reaction force increase amount with respect to the accelerator opening increase amount is suppressed.

  According to the above configuration, the reaction force of the accelerator pedal can be prevented from increasing in an accelerated manner, and the accelerator pedal can be depressed deeply without stress.

  Also, in one embodiment of the present invention, the second mode is a high output mode in which the driving force with respect to the accelerator opening is set higher than the first mode, and the pedal reaction force suppression means is the pedal In a range where the reaction force is larger than that in the first mode, the characteristic is set to suppress the increase of the pedal reaction force with respect to the accelerator opening increase.

  According to the above-described configuration, the pedal operation is lightly performed while feeling the slipping off feeling while feeling a high output feeling that the pedaling force is heavier than when the first mode such as the basic mode is set, when the accelerator pedal is stepped on. be able to.

  According to the present invention, in the second mode in which the reaction force against the depression force of the accelerator pedal is heavier than that in the first mode, quick acceleration can be performed with good response, and the driver's feeling of stress can be prevented.

The block diagram which shows schematic structure of the accelerator pedal reaction force control apparatus for vehicles. The graph which shows the reaction force characteristic of an accelerator pedal, and the output characteristic of an engine. The timing chart of the opening degree and reaction force on the accelerator pedal depression side. The timing chart of the opening degree and reaction force in the accelerator pedal stepping-back side. The flowchart which shows an example of the accelerator pedal reaction force control for vehicles. The graph which shows the reaction force characteristic of an accelerator pedal. The timing chart of the opening degree in the accelerator pedal depression side, pedal speed, and reaction force. The timing chart of the opening degree, pedal speed, and reaction force in the accelerator pedal stepping-back side. The flowchart which shows an example of the accelerator pedal reaction force control for vehicles. The flowchart which shows an example of pedal reaction force suppression control. The graph which shows the reaction force characteristic of an accelerator pedal. The timing chart of the opening degree in the accelerator pedal depression side, pedal speed, and reaction force. The timing chart of the opening degree, pedal speed, and reaction force in the accelerator pedal stepping-back side. Structure explanatory drawing of the reaction force provision unit in other embodiment.

An embodiment of the present invention will be described in detail with reference to the drawings.
As shown in FIG. 1, an accelerator pedal reaction force control device 1 for a vehicle according to the present embodiment includes an engine 10, an accelerator pedal 20, an accelerator pedal opening detection sensor 30 that detects the rotation angle of the accelerator pedal 20, and an accelerator pedal 20. Detected by an accelerator pedal speed detection sensor 31 for detecting the speed (angular speed) of the vehicle, a reaction force applying unit 40P1 for applying a reaction force (hereinafter referred to as “pedal reaction force”) to the accelerator pedal 20, and an accelerator pedal opening detection sensor 30. The ECU 50 that controls the engine 10 and the reaction force applying unit 40P1 and the operation mode changeover switch 60 that switches the operation mode are provided based on the rotation angle.

The engine 10 is a device that drives a vehicle using gasoline or the like as fuel, and is based on an engine state detection signal detected by an engine state detection sensor 11 or a pedal opening degree detection signal described later detected by an accelerator pedal opening degree detection sensor 30. In accordance with an engine output signal from the ECU 50, the ignition timing and throttle valve opening of the ignition valve of the engine 10 are controlled. Thereby, for example, the depression amount of the accelerator pedal 20 and the injection amount (engine output) of the engine 10 are configured to be linked based on the engine characteristics.
Note that the engine state detection sensor 11 detects, for example, the driving force and the rotational speed of the engine 10 as the engine state.

  The accelerator pedal 20 includes a pedal plate 21 that receives a pedaling force from the driver, and a pedal arm 22 that supports the pedal plate 21. The pedal arm 22 is pivotally supported by a shaft at a base end portion, and is urged to an initial position via a pressing pin 47 by an urging force of a return spring 45 described later.

  The accelerator pedal opening detection sensor 30 is based on, for example, a potentiometer that detects an accelerator pedal opening (depression angle) (hereinafter referred to as an “accelerator opening”) based on a resistance during rotation (peristing) or a pulse. And an encoder for detecting the accelerator opening. The detected pedal opening detection signal is transmitted to the ECU 50. The accelerator pedal opening detection sensor 30 is not limited to the rotation angle of the accelerator pedal 20, and may be configured to detect the position and displacement of the pedal arm 22.

  Based on the rotation angle information (position information) of the accelerator pedal 20 detected by the accelerator pedal opening detection sensor 30, the accelerator pedal speed detection sensor 31 indicates the amount of change per unit time of the pedal position or the pedal position as time. The accelerator pedal speed information is output by an operation such as differentiation.

  The reaction force applying unit 40P1 is roughly divided into a reaction force characteristic changing unit 40A and a plunger unit 40B, and the reaction force characteristic changing unit 40A switches the reaction force characteristic of the accelerator pedal 20 in accordance with a signal from the ECU 50. A motor 41 as an actuator to be driven, a speed reducer 42 that amplifies the driving force of the motor 41, a screw shaft 43 that rotates around the axis by the driving force amplified by the speed reducer 42, and the screw shaft 43 And a slider 44 that can be compressed from one end side.

  The plunger portion 40B is configured to support the accelerator pedal 20 by a return spring 45 that urges the accelerator pedal 20 and a pressing ball 47a provided at the tip according to the urging force of the return spring 45 while being supported by the support roller 46. The plunger mechanism includes a linear pressing pin 47 that protrudes so as to be pressed or slides along a retracting stroke.

  Further, the ECU 50 reacts to the reaction force of the accelerator pedal 20 based on a detection signal that detects the rotation angle of the accelerator pedal 20 rotated by the accelerator pedal opening detection sensor 30 or an engine state detection signal detected by the engine state detection sensor 11. A controller configured using a microcomputer that executes processing for changing characteristics (treading force characteristics) and engine output characteristics, a large-capacity memory storing various data, a nonvolatile memory (ROM), or a volatile memory (RAM) ).

  The driving mode changeover switch 60 selects an arbitrary driving mode from among a low output mode (eco mode), a standard mode, and a high output mode (sport mode), for example, by a pressing operation. The selected operation mode signal is transmitted to the ECU 50, and the ECU 50 outputs an engine output signal corresponding to the switching signal for switching to the selected operation mode to the reaction force applying unit 40P1 and the engine 10. The operation mode changeover switch 60 is not limited to a mechanical switch, for example, and may be a touch switch integrated with a monitor unit.

Next, FIG. 2A, FIG. 3A, FIG. 2B, and FIG. 3A are reaction force characteristics regarding the pedal reaction force (stepping force) of the accelerator pedal 20 of the vehicle accelerator pedal reaction force control device 1 of the present embodiment. 4A and 4B, the engine output characteristics related to the engine output of the engine 10 will be described with reference to FIG.
In the following description, the reaction force characteristics and the engine output characteristics when the operation mode is the low output mode are omitted, and only those when the operation mode is the high output mode and the standard mode will be described.

  FIG. 2A shows the reaction force characteristics of the accelerator pedal 20 when the operation mode of the accelerator pedal reaction force control device 1 for the vehicle is the standard mode and the high output mode. Show the relationship.

  A waveform F-Xaa indicated by a solid line in FIG. 2A indicates a reaction force characteristic on the stepping side when the operation mode is the high output mode, and a waveform F-Xsa indicated by a thin line indicates that the operation mode is the standard mode. The reaction force characteristics on the depression side in the case of. Further, a waveform F-Xad indicated by a solid line in FIG. 2A indicates the reaction force characteristic on the stepping-back side when the operation mode is the high output mode, and a waveform F-Xsd indicated by a thin line is the case in the standard mode. The reaction force characteristic on the stepping-back side is shown.

  FIG. 2B shows the relationship between the driving force and the accelerator opening as the engine output characteristics when the driving mode of the accelerator pedal reaction force control device 1 for the vehicle is the standard mode and the high output mode.

  A waveform T-Xa indicated by a solid line in FIG. 2B indicates an engine output characteristic when the operation mode is the high output mode, and a waveform T-Xs indicated by a thin line indicates that the operation mode is the standard mode. It shows the engine characteristics.

  FIG. 3A shows a timing chart of the accelerator opening in a stepping pattern (hereinafter referred to as “first stepping pattern”) in which the pedal is depressed at a constant depression speed from the accelerator opening 0 to the maximum accelerator opening Xm. FIG. 3 (b) shows a timing chart of the pedal reaction force when the accelerator pedal is depressed in the first depression pattern as shown in FIG. 3 (a). FIG. 4A shows a step back pattern (hereinafter referred to as a “first step back pattern”) in which the accelerator pedal 20 is stepped down to the accelerator opening 0 at a constant step back speed from the state where the accelerator pedal 20 is stepped down to the maximum accelerator opening Xm. ) Shows the timing chart of the accelerator opening. FIG. 4B shows a timing chart of the pedal reaction force when the accelerator pedal 20 is stepped back in the first step back pattern as shown in FIG. The waveform F-tad and the waveform F-tsd in FIG. 4B are stepped back from the state where the accelerator pedal 20 is depressed as shown in the waveforms F-taa and F-tsa in FIG. Reaction force characteristics when

First, an accelerator pedal reaction force characteristic and an engine output characteristic in the case of the standard mode using the vehicle accelerator pedal reaction force control apparatus 1 of the present embodiment will be described.
As shown in FIG. 2 (a) and FIGS. 3 (a) and 3 (b), the standard mode depressing side reaction force characteristic rapidly increases as the accelerator opening increases. The pedal reaction force when the reaction force increases and the accelerator opening is larger than the depression side play opening Xas is an increase in the pedal reaction force with respect to the accelerator opening when the accelerator opening is smaller than the depression side play opening Xas. Is set so as to exhibit a linear characteristic that increases at a constant rate with respect to an increase in the accelerator opening, with a lower rate than the rate (the waveform F-Xsa in FIG. (See waveform F-tsa in FIG. 3B).

  That is, the relationship (reaction force / opening characteristic equation) between the pedal reaction force F and the accelerator opening x when the accelerator opening is from the depression side play opening Xas to the maximum accelerator opening Xm is shown in FIG. As shown, F = ax + (de) is set.

  Here, the parameter a is a predetermined constant, and the parameter (de) is the pedal reaction when the accelerator opening is 0 when the step-side play opening Xas is not considered in the reaction force / opening characteristic equation. It is power. The parameter d is a pedal reaction force at the depression side play opening Xas.

  On the other hand, as shown in FIG. 2 (a) and FIGS. 4 (a) and 4 (b), the standard mode step-back reaction force characteristic is slightly larger than the step-side play opening Xas from the maximum accelerator opening Xm. Up to the return side play opening Xdf, a position that is lower than the standard mode depression side reaction force characteristic (waveform F-Xsa) by the amount of hysteresis at the same accelerator opening is substantially the same gradient as the standard mode depression side reaction force characteristic. (See waveform F-Xsd in FIG. 2A and waveform F-tsd in FIG. 4B).

  In the standard mode stepping-back reaction force characteristic, when the accelerator opening is smaller than the stepping-side play opening Xdf, the pedal reaction force suddenly decreases as the accelerator opening decreases. The maximum reaction force Fsm at the time of stepping back is set based on a pedal reaction force that the driver's burden feels as a limit when the accelerator opening is kept constant.

  Further, as shown in the waveform T-Xs in FIG. 2B, the engine output characteristic in the standard mode is moderate as the accelerator opening increases as the accelerator opening becomes larger than the stepping-side play opening Xas. The driving force (engine output) increases, then increases approximately linearly, and converges to the limit driving force while the rate of increase gradually decreases as the accelerator opening approaches the limit opening. Show properties.

  On the other hand, a stepping-side reaction force characteristic (high-power mode stepping-side reaction force characteristic of the first embodiment) when the operation mode of the vehicle accelerator pedal reaction force control device 1 is the high-power mode will be described. However, in the part which shows the same characteristic as the above-mentioned standard mode depression side reaction force characteristic (waveform F-Xsa), the description is omitted except for the case where it is shown.

  The high-output mode stepping-side reaction force characteristics (hereinafter referred to as “high-output mode stepping-side reaction force characteristics of the first embodiment”) shown in FIGS. 2A, 3A, and 3B are accelerators. From the first depression side reaction force characteristic (waveform F-Xaa1) shown when the opening degree is smaller than the opening degree threshold A, and when the accelerator opening degree is more than the opening degree threshold A, Also has a second depression side reaction force characteristic (waveform F-Xaa2) indicating a characteristic of increasing the driving force (see waveform F-taa1 and waveform F-taa2 in FIG. 3B).

  In the first depression side reaction force characteristic, the pedal reaction force is the standard mode depression side reaction force characteristic (waveform F-Xsa) in the range where the accelerator opening is larger than the depression side play opening Xas and smaller than the opening threshold A. ) Is set so as to increase at a constant rate higher than the rate of increase in the pedal reaction force with respect to the accelerator opening (the waveform F-Xaa1 in FIG. 2A and the waveform in FIG. 3B). F-taa1 reference).

That is, as shown in FIG. 2 (a), the first depression side reaction force characteristic (waveform F-Xaa1) has an accelerator opening in a range from the depression side play opening Xas to a predetermined opening threshold A. The first depression side reaction force characteristic equation, that is, a linear characteristic so as to have a waveform of F = (a + b) x + (d−e), and a gradient in the standard mode depression side reaction force characteristic (waveform F−Xsa) It is set to show characteristics having a steeper slope.
The parameter b is a predetermined constant.

  The second depression side reaction force characteristic is that the pedal reaction force increases as the accelerator opening increases in a range where the accelerator opening is equal to or greater than the predetermined opening threshold A and is smaller than the maximum accelerator opening Xm. The rate is set to gradually increase (see waveform F-Xaa2 in FIG. 2A and waveform F-taa2 in FIG. 3B).

That is, the second depression side reaction force characteristic (waveform F-Xaa2) indicates that the accelerator opening is equal to or greater than a predetermined opening threshold A as shown in FIG. 2 (a) and FIGS. 3 (a) and 3 (b). In the range smaller than the maximum accelerator opening Xm, the second depression side reaction force characteristic formula, that is, the waveform of F = c (x−A) ² + (a + b) A + (d−e) is obtained. The pedal reaction force is set to increase in a quadratic function, that is, in an acceleration manner according to the accelerator opening so that the increase rate of the pedal reaction force increases according to the accelerator opening. Yes.

  The parameter c is a predetermined constant. The maximum pedal reaction force Fam on the depression side at the maximum accelerator opening Xm is set based on the pedal reaction force that the driver's burden feels as a limit when the accelerator pedal 20 is depressed to the maximum accelerator opening Xm. .

  As a result, the high output mode stepping side reaction force characteristic of the first embodiment is set so that the characteristic of the engine output appears in the pedaling force in accordance with the accelerator opening, so that an appropriate pedal set based on this characteristic is set. The magnitude of the reaction force can be transmitted to the driver, and the driver can accurately sense the engine output state through the operation of the accelerator pedal 20 such that the engine output state is close to the limit or still has a margin.

  Further, the engine characteristics in the high output mode indicate that when the accelerator opening is larger than the step-side play opening Xas, the driving force (engine output) of the engine 10 as shown by the waveform T-Xa in FIG. However, as the accelerator opening increases, it rises with an increase rate larger than the increase rate of the standard mode, and when the accelerator opening exceeds the opening threshold A, the increase rate decreases slowly and increases. It shows the characteristics that converge to the driving force.

On the other hand, the high output mode step back side reaction force characteristics (hereinafter referred to as “high output mode step back side reaction force characteristics of the first embodiment”) shown in FIG. 2A and FIG. As with the first stepping pattern shown in FIG. 4A, the first stepping pattern and the opening axis are traced so that the waveform of the first stepping pattern follows from the maximum accelerator opening Xm to the stepping-side play opening Xdf. When the pedals are stepped back so as to have a symmetrical waveform, as shown in FIG. 2A, the waveform shows the same tendency although it is lower than the reaction force of the high output mode stepping side reaction force characteristic of the first embodiment. Is traced from the maximum accelerator opening Xm in a direction in which the opening becomes smaller (see waveform F-Xsd in FIG. 2A).
That is, the high output mode stepping-side reaction force characteristic of the first embodiment is symmetrical to the high output mode stepping-side reaction force characteristic of the first embodiment with respect to the reaction force axis, as shown in FIG. The characteristic which becomes a waveform is shown (see waveform F-tsd in FIG. 4B).

  However, the high output force stepping-back reaction force characteristic of the first embodiment is not limited to the above characteristic, and may be set to a characteristic having the same gradient as the stepping-side reaction force characteristic in the standard mode (FIG. 2 ( (See waveform F-Xsd in a) and waveform F-tsd in FIG. 4B).

  Subsequently, as an example of the vehicular accelerator pedal reaction force control device 1 having the above-described reaction force characteristics and engine characteristics when the operation mode is the standard mode and the high output mode, the reaction on the depression side of the accelerator pedal 20 is described. An embodiment of force control will be described with reference to the flowchart shown in FIG.

The reaction force control of the accelerator pedal 20 in the present embodiment is performed based on a reaction force / opening basic characteristic equation represented by the following equation showing the relationship between the pedal reaction force and the accelerator opening.
(Equation 1)
F = c (x−A) ² + (a + b) x + (d−e)
Here, the term of c (x−A) ² in the reaction force / opening basic characteristic equation represents the second stepping-side reaction force characteristic that acts when the predetermined opening threshold A or higher in the high output mode. The term (a + b) x is a term indicating the first step-side reaction force characteristic that acts when the opening degree is smaller than the predetermined opening degree threshold A in the high output mode.

  In this embodiment, it is assumed that the operation mode is set to the standard mode as an initial setting. In the standard mode, the parameters in the reaction force / opening basic characteristic equation are set to a = 1, b = 0, c = 0, and de = 8 as initial settings. The force / opening characteristic equation is expressed by a relational expression of F = x + 8.

  That is, based on a command from the ECU 50, the reaction force applying unit 40P1 slides the slider 44 with the driving force of the motor 41 so that the relationship of the reaction force / opening characteristic equation is satisfied, and the biasing force of the return spring 45 The accelerator pedal 20 is pressed by the pressing pin 47 while changing.

  At this time, the engine output characteristic is a linear driving force / opening characteristic with a gentle gradient as shown by the waveform T-Xs in FIG. 2B described above (S111).

  If the standard mode is changed to, for example, the high output mode by pressing the operation mode changeover switch 60 or the like without ending the vehicle running in the standard mode (S112: No), the ECU 50 Based on the pedal angle signal detected by the accelerator pedal opening detection sensor 30, it is determined whether or not the accelerator opening x is greater than or equal to a predetermined opening threshold A (S114).

When the accelerator opening x is smaller than the predetermined opening threshold A (S114: No), the ECU 50 replaces the parameter b with the initial set value 0 to 0.5 in the reaction force / opening basic characteristic equation. (S115).
Thus, the term (a + b) x in the reaction force / opening basic characteristic equation is 1.5x, and the reaction force / opening when the accelerator opening x in the high output mode is smaller than the predetermined opening threshold A. As a characteristic equation, a relationship of F = 1.5x + 8 is established (see FIG. 2A).

  That is, based on a command from the ECU 50, the reaction force applying unit 40P1 slides the slider 44 with the driving force of the motor 41 so that the relationship of the reaction force / opening characteristic equation is satisfied, and the biasing force of the return spring 45 The accelerator pedal 20 is pressed by the pressing pin 47 while changing.

  Thereafter, in the determination process of step 116, the operation mode is switched to the standard mode (S116: option 1 selected), or the travel is ended by completely returning the accelerator pedal 20 (S116: option 3 selected). The high output mode is continued (S116: Option 2 selected).

On the other hand, in the high output mode, when the accelerator opening x is equal to or larger than the predetermined opening threshold A (S114: Yes), the ECU 50 sets the parameter b in the reaction force / opening basic characteristic equation to the initial set value 0. And the parameter c is replaced with the initial setting value 0 to 1.0, and the term of (a + b) x in the reaction force / opening basic characteristic equation, that is, the term of 1.5x Is replaced with 1.5A (S117). As a result, the relationship F = (x−A) ² + 1.5A + 8 is established as a reaction force / opening characteristic equation when the accelerator opening x in the high output mode is equal to or greater than the predetermined opening threshold A (FIG. 2 ( a)).

  That is, based on a command from the ECU 50, the reaction force applying unit 40P1 slides the slider 44 with the driving force of the motor 41 so that the relationship of the reaction force / opening characteristic equation is satisfied, and the biasing force of the return spring 45 The accelerator pedal 20 is pressed by the pressing pin 47 while changing.

The ECU 50 operates the accelerator pedal 20 based on the reaction force characteristics as shown in FIG. 2 and FIGS. 3A and 3B until the accelerator opening x becomes smaller than the predetermined opening threshold A (S118: Yes). Reaction force control is continued (S118: No).
In addition, when the accelerator opening x is equal to or smaller than the predetermined opening threshold A, the ECU 50 executes the processing after step S116 as shown in FIG. 5 (S118: Yes).

  In addition, although one Example of reaction force control of the accelerator pedal 20 mentioned above demonstrated centering on the example of reaction force control of the depression side of the accelerator pedal 20, when returning the accelerator pedal 20, it shows in FIG. The accelerator pedal 20 is stepped back on the basis of the waveform F-tad and the waveform F-tsd in FIG. Side reaction force control is performed.

  Next, in the second embodiment, a second stepping pattern different from the first stepping pattern described above in which the accelerator pedal 20 is stepped down so as to have the pedal opening as shown in the timing charts of FIGS. 7A and 7B is taken as an example. An example of the high-power mode stepping-side reaction force characteristic will be described with reference to FIGS. 6 and 7A, 7B, and 7C. However, even in the high output mode depression side reaction force characteristic of the second embodiment, the engine output characteristic is the driving force / opening characteristic as shown by the waveform T-Xa in FIG. The description is omitted.

As shown in FIGS. 7A and 7B, the depression pattern of the accelerator pedal 20 is set as a predetermined speed threshold Va as the depression speed of the accelerator pedal 20, as shown in FIGS. 7A and 7B. In addition, when the accelerator opening is from 0 to X1, the depression speed of the accelerator pedal 20 is slower than the speed threshold Va, and when the accelerator opening is from X1 to X2, the depression speed of the accelerator pedal 20 is lower than the speed threshold Va. It is assumed that the accelerator pedal 20 is depressed at a lower depression speed than the speed threshold Va when the accelerator depression speed is set to a high depression speed from X2 to the maximum accelerator opening Xm.
It is assumed that the accelerator opening X1 is larger than the opening threshold A.

The high output mode stepping-side reaction force characteristic of the second embodiment is a reaction force characteristic at the time of the high output mode, and the pedal is depressed at a stepping speed slower than the speed threshold Va until the pedal opening degree reaches the opening degree X1. Therefore, the reaction force characteristic in the high output mode depression side reaction force characteristic of the first embodiment described above is shown (see FIG. 6).
That is, the reaction force characteristic becomes the first step-side reaction force characteristic (F = (a + b) x) until the pedal opening exceeds the opening threshold A (tA) (see FIG. 6 and FIG. 7 (c). ), The second depression side reaction force characteristic (F = c (x−A) ² + (a + b) A + (d−e) after the pedal opening exceeds the opening threshold A. (See FIG. 6 and waveform F-taa2 in FIG. 7C).

Then, as shown in FIG. 7 (c), when the accelerator pedal speed detection sensor 31 detects a stepping speed exceeding the speed threshold Va of the accelerator pedal 20, from the time of the pedal opening X1 (tX1) to the command of the ECU 50. Based on the reaction force characteristics similar to those in the standard mode (see the waveform F-tsa in FIG. 7C), the reaction force applying unit 40P1 adjusts the return spring 45 so that the reaction force characteristics have a gentle gradient. Change the force.
That is, the reaction force characteristic that was the second depression side reaction force characteristic (F = c (x−A) ² + (a + b) A + (d−e)) becomes F = ax + Fx1 (see FIG. 6). ^{However, Fx1 = c (x1-A} ) is a 2 + (a + b) A + (d-e).

Thereafter, when the depression speed of the accelerator pedal 20 becomes slower than the speed threshold Va (tx2), the depression speed is detected by the accelerator pedal speed detection sensor 31, and the depression speed is slower than the speed threshold Va based on a command from the ECU 50. The reaction force characteristic similar to that in the high output mode is set again until the maximum accelerator opening Xm is reached from the accelerator opening X2 at the time point (tX2) (see FIG. 6 and FIG. 7C). Waveform F-taa2 reference). The reaction force characteristic at this time is F = c (x−x2) ² + Fx2. However, Fx2 = a (x2-x1) + Fx1.

On the other hand, the high output mode step back side reaction force characteristic of the second embodiment is similar to the second step back pattern shown in FIG. 8 (a). The waveform of the second step pattern is changed from the maximum accelerator opening Xm to the step back side. As shown in FIG. 6, in the case of stepping back so as to follow the second opening pattern and the opening axis so as to trace to the play opening Xdf (see FIG. 6), the second embodiment 6 shows a characteristic in which a waveform that is lower than the reaction force of the high output mode stepping-side reaction force characteristic but has the same tendency is traced from the maximum accelerator opening Xm to a direction in which the opening becomes smaller (waveform F-Xsd in FIG. 6). reference).
That is, the high output mode stepping-side reaction force characteristic of the second embodiment is symmetrical to the high output mode stepping-side reaction force characteristic of the second embodiment with respect to the reaction force axis as shown in FIG. The characteristic of the waveform is shown (see waveform F-tsd in FIG. 8C).

  Specifically, the second embodiment will be described by taking a second step back pattern when the accelerator pedal 20 is returned so that the pedal opening degree is as shown in the timing charts shown in FIGS. 8A and 8B. The high-power mode step-back side reaction force characteristics will be described with reference to FIGS. 6 and 8A, 8B, and 8C.

  Since the reaction force characteristic on the return side is a stepping speed slower than the speed threshold Va until the opening reaches the maximum accelerator opening Xm to X2 (tx2 ′) (see FIG. 8B), in this case Indicates a return side characteristic that follows a trajectory symmetrical with the stepping side reaction force characteristic in the high output mode similar to the first embodiment described above (see waveform F-tad2 in FIG. 8).

  As shown in FIGS. 8A and 8B, when the opening degree becomes smaller than X2 and the depressing speed of the accelerator pedal 20 exceeds the speed threshold Va, the accelerator pedal opening degree detecting sensor 30 detects the depressing speed. Based on the command of the ECU 50, when the opening degree is X2, the reaction force characteristic is switched to the same reaction force characteristic as in the standard mode (see the waveform F-tsd in FIGS. 6 and 8C). That is, the inclination of the reaction force with respect to the opening degree is the parameter a, and a gentle gradient is obtained.

  Thereafter, when the opening degree reaches X1 and the depression speed of the accelerator pedal 20 becomes slower than the speed threshold Va (tx1 ′), the depression speed sensor 30 detects the depression speed, and based on the command of the ECU 50, From the time when the opening degree is X1 until the opening degree reaches 0, the setting is again switched to the high output mode setting. The reaction force characteristic at this time is a waveform F-tad2 as shown in FIG. 8C until the pedal opening is equal to or larger than the opening threshold A (tA ′). Until returning, the waveform F-tad1 is as shown in FIG.

  However, the high-powered stepping-back reaction force characteristic of the second embodiment is not limited to the above-mentioned stepping-side reaction force characteristic, but may be set to a characteristic having the same gradient as the stepping-side reaction force characteristic in the standard mode. Good (for example, see waveform F-Xsd in FIG. 6 and waveform F-tsd in FIG. 8C).

  Next, an example of reaction force control of the accelerator pedal 20 using the accelerator pedal reaction force control device 1 adopting the above-described high output mode depression side reaction force characteristic of the second embodiment will be described with reference to the flowchart of FIG. .

  Note that steps T111 to T113, T117, and T120 in the flowchart in FIG. 9 correspond to steps S111 to S113, S116, and S118 in the flowchart in FIG. 5, respectively, but the accelerator pedal 20 described with reference to FIG. 5 described above. The description of the process similar to the reaction force control will be omitted as appropriate.

  In step T113, when the determination of the high output mode is made (step T113: Yes), from the subsequent processing, it is determined whether or not the opening is larger than the opening threshold A (step T114).

  If it is determined in this determination processing that the opening is smaller than the opening threshold A (step T114: No), the value of the parameter b is replaced from 0 to 0.5 (step T115), and the opening is the opening. The high output mode is set when it is smaller than the threshold A. That is, the reaction force characteristic is set to the first depression side reaction force characteristic (waveform F-Xaa1).

Then, a subroutine of pedal reaction force suppression control A is executed (step T116).
As shown in FIG. 10A, the subroutine of the pedal reaction force suppression control A determines whether or not the pedal depression speed is equal to or higher than the speed threshold Va (step U111), and the pedal depression speed is equal to the speed threshold Va. In the above case (step U111: Yes), the value of the parameter b is replaced from 0.5 to 0, and the reaction force characteristic is set to F = ax + Fx1 as shown in FIG. 6 (step U112). ^{However, Fx1 = c (x1-A} ) is a 2 + (a + b) A + (d-e).
That is, the reaction force characteristics are set to be linear with the same gradient as in the standard mode (see waveform F-tsa shown in FIG. 7C).

  Specifically, based on a command from the ECU 50, the reaction force applying unit 40P1 slides the slider 44 with the driving force of the motor 41 so that the reaction force / opening characteristic equation is satisfied, and the return spring 45 is attached. The accelerator pedal 20 is pressed by the pressing pin 47 while changing the force.

  When the pedal depression speed is smaller than the speed threshold Va (step U113: No), a process of replacing the value of the parameter b from 0 to 0.5 is executed (step U114). That is, the process of returning the reaction force characteristic from the reaction force characteristic similar to the standard mode setting to the first step-side reaction force characteristic is executed.

  After step U114 or in the determination process of step U111, if the pedal depression speed is smaller than the speed threshold Va (step U111: No), the pedal reaction force suppression control A subroutine is terminated.

On the other hand, if it is determined in step T114 in FIG. 9 that the opening is greater than or equal to the opening threshold A (step T114: Yes), the value of parameter b is replaced from 0 to 0.5. The value of the parameter c is replaced with 0 to 1.0, and the 1.5x term in the reaction force / opening basic characteristic equation (F = (x−A) ² + 1.5x + 8) is changed to 1.5A. Substitution is made (step T118), and the reaction force characteristic is set to be the same as the second depression side reaction force characteristic when the opening degree is equal to or larger than the opening degree threshold A. That is, the reaction force characteristic is set to the second depression side reaction force characteristic (waveform F-Xaa2).

Then, a subroutine of pedal reaction force suppression control B is executed (step T119).
In the pedal reaction force suppression control B subroutine, as shown in FIG. 10B, in step V112, the reaction force characteristic is changed from the setting of the second stepping-side reaction force characteristic to the reaction force characteristic similar to that in the standard mode. In addition to performing the process of changing to the setting, in step V114, the process of returning the reaction force characteristic from the reaction force characteristic in the standard mode to the setting of the second depression side reaction force characteristic is performed. Otherwise, the pedal reaction force suppression control is performed. Since it is basically the same as the subroutine A, its description is omitted.

Next, the high output mode stepping-side reaction force characteristic of the third embodiment and the high output mode stepping-side reaction force characteristic of the third embodiment will be described.
The high output mode stepping-side reaction force characteristic (waveform F-Xaa) is represented by a waveform composed of a first stepping-side reaction force characteristic (waveform F-Xaa1) and a second stepping-side reaction force characteristic (waveform F-Xaa2). The reaction force characteristic is not particularly limited as long as the reaction force increases as the accelerator opening increases. For example, as in the high output mode stepping side reaction force characteristic of the third embodiment, the first force is not limited. It is good also as a reaction force characteristic which consists only of depression side reaction force characteristics.

  In other words, the relationship between the pedal reaction force F and the accelerator opening x, where the accelerator opening is from the depression side play opening Xas to the maximum accelerator opening Xm, is the reaction force characteristic in the standard mode indicating a linear reaction force characteristic. It may be a linear waveform having a steeper slope (a + b) than the slope (a).

  As one example of the case where the pedal reaction force suppression control described above is performed on the vehicle accelerator pedal reaction force control device 1 showing the high output mode depression side reaction force characteristic of the third embodiment, for example, FIG. 11A and 11B, taking as an example a third stepping pattern different from the stepping pattern described above in which the accelerator pedal 20 is stepped down so that the pedal opening degree is as shown in the timing chart as shown in FIGS. This will be described with reference to FIG.

  12 (a) and 12 (b), the accelerator pedal 20 is kept at a constant opening x1 for a predetermined time (α) after being depressed from the opening 0 at a depression speed slower than the speed threshold Va. Then, it is a timing chart which shows the change of the opening degree at the time of depressing at the stepping speed faster than the speed threshold Va until the opening degree reaches X2.

  Since the accelerator pedal 20 is depressed at a stepping speed faster than the speed threshold Va after the accelerator opening is kept at a constant opening x1, the reaction force characteristic during that time is controlled by the pedal reaction force suppression control. Thus, the standard mode is set (see waveform F-Xsa in FIG. 11 and waveform F-tsa in FIG. 12C). Since the accelerator pedal is depressed at a stepping speed slower than the speed threshold Va from the time when the accelerator opening reaches X2 (tx2), the high output mode is set up to the maximum accelerator opening Xm.

  However, the reaction force characteristic is continuous as the accelerator opening increases with respect to the reaction force when the accelerator opening X2 is reached under the standard mode setting when the accelerator opening reaches X2. However, the present invention is not limited to this. As shown in FIG. 8C, the reaction force increases stepwise, and the reaction force characteristic has a rising waveform at the accelerator opening X2. It is set.

  Specifically, the reaction force when the accelerator opening is X2 increases stepwise up to the value of the reaction force when the accelerator opening reaches X2 from X1 with the high output mode set.

On the other hand, the high output mode step-back reaction force characteristic of the third embodiment is similar to the third step-back pattern shown in FIG. 13A. The waveform of the third step-down pattern is changed from the maximum accelerator opening Xm to the step-back side. As shown in FIG. 11, in the case of stepping back so as to have a symmetrical waveform with respect to the third stepping pattern and the opening axis so as to trace to the play opening Xdf (see FIG. 11), the third embodiment 11 shows a characteristic in which a waveform that is lower than the reaction force of the high output mode stepping-side reaction force characteristic but has the same tendency is traced from the maximum accelerator opening Xm to a direction in which the opening becomes smaller (waveform F-Xsd in FIG. 11). reference).
That is, the high output mode stepping-side reaction force characteristic of the third embodiment is symmetrical to the high output mode stepping-side reaction force characteristic of the third embodiment with respect to the reaction force axis as shown in FIG. The characteristic of the waveform is shown (see waveform F-tsd in FIG. 13C).

  However, the high-power pedal stepping-back reaction force characteristic of the third embodiment is not limited to the stepping-back reaction force characteristic, but may be set to a characteristic having the same gradient as the stepping-side reaction force characteristic in the standard mode. Good (for example, see waveform F-Xsd in FIG. 11 and waveform F-tsd in FIG. 13C).

  The vehicle accelerator pedal reaction force control device 1 described above includes an accelerator pedal opening degree detection sensor 30 as an accelerator opening degree detecting means for detecting an accelerator opening degree of the accelerator pedal 20, and a vehicle that controls driving force based on the accelerator opening degree. An accelerator pedal reaction force control apparatus for an automobile that controls pedal reaction force in an automobile equipped with an ECU 50 as travel control means, and a stepping speed and a stepping speed as an operation change amount that is changed by an operation of the accelerator pedal 20 Accelerator pedal speed detection sensor 31 as a pedal operation change amount detecting means for detecting, and a high output mode as a second mode for increasing the pedal reaction force from the standard mode as the first mode, The accelerator pedal speed detection sensor 31 depresses or depresses a predetermined speed threshold Va or higher. When the speed is detected, characterized in that the ECU50 as suppressing pedal reaction force suppressing means an increase in the pedal reaction force is provided.

  According to the above-described configuration, the accelerator pedal reaction force for the vehicle that can provide a sense of security with increased response when the accelerator pedal 20 is depressed, a sense of stability, a light operation feeling during sudden acceleration operation, that is, a sense of unity with the human horse. The control device 1 can be provided.

  Here, when controlling the driving force, the vehicle travel control means includes not only directly controlling the engine output but also indirectly controlling the driving force by controlling a shift, braking, or the like. Specifically, the vehicle travel control means includes a traction control that recognizes idling from the vehicle speed and the rotational speed of each tire, and reduces / adjusts the driving force from the engine 10 to eliminate tire idling.

  In the vehicular accelerator pedal reaction force control device 1 according to the embodiment of the present invention, the high output mode has a characteristic of increasing the reaction force increase amount with respect to the standard mode as the accelerator opening increases, and the operation speed. That is, when the stepping speed and the stepping-back speed are higher than the predetermined speed threshold Va, an increase in the reaction force increase amount with respect to the accelerator opening increase amount is suppressed.

  According to the above configuration, the reaction force of the accelerator pedal 20 can be prevented from increasing at an accelerated rate, and the accelerator pedal 20 can be depressed deeply without stress.

  In the vehicular accelerator pedal reaction force control device 1 according to the embodiment of the present invention, in the high output mode, the driving force with respect to the accelerator opening is set higher than the standard mode, The ECU 50 increases the pedal reaction force with respect to an increase in the accelerator opening so that the pedal reaction force has the same characteristics as the pedal reaction force in the standard mode, particularly in the range where the pedal reaction force is greater than or equal to the pedal reaction force in the standard mode. It is set to the characteristic to suppress.

  According to the above-described configuration, the pedal operation is lightly performed while feeling the slipping off feeling while feeling a high output feeling that the pedaling force is heavier than when the first mode such as the basic mode is set, when the accelerator pedal 20 is stepped on. be able to.

In the correspondence between the configuration of the present invention and the above-described embodiment,
The accelerator opening detecting means of the present invention corresponds to the accelerator pedal opening detecting sensor 30, and hereinafter, similarly,
The pedal operation change amount detection means corresponds to the accelerator pedal speed detection sensor 31,
The vehicle travel control means or the pedal reaction force suppression means corresponds to the ECU 50,
The first mode corresponds to the standard mode,
The second mode corresponds to the high output mode,
The operation change amount corresponds to the stepping speed and the stepping back speed.
Although the predetermined value corresponds to the speed threshold value Va, the present invention is not limited to the configuration of the above-described embodiment.

For example, the high output mode depression side reaction force characteristic is not limited to the above-described characteristic as long as the increase rate increases with time.
Specifically, in the accelerator pedal reaction force control device 1 for a vehicle, an accelerator indicated by a two-dot chain line block in FIG. 1 is used instead of the accelerator pedal speed detection sensor 31 or in addition to the accelerator pedal speed detection sensor 31. The pedal reaction force detection sensor 32 may be provided. In this case, the pedal reaction force, the operation force, and the pedal reaction force may be detected, and the accelerator pedal reaction force control may be performed based on the pedal reaction force. Although not shown in the drawings, an accelerator pedal acceleration detection sensor that detects acceleration (angular acceleration) of the accelerator pedal 20 may be provided, and accelerator pedal acceleration control may be performed based on this acceleration.

Further, the high-power mode stepping-side reaction force characteristic is not limited to the above-described characteristic as long as the increasing rate increases with time.
Specifically, the second stepping-side reaction force characteristic described above is not limited to the characteristic having the waveform described above, but includes a plurality of quadratic function waveforms with different rising conditions, each of which gradually rises with time. The characteristic may be a waveform in which a plurality of quadratic function waveforms are connected so as to increase. Alternatively, it is not limited to the above-mentioned characteristics of the quadratic function, and is composed of a plurality of linear waveforms with different gradients, and a waveform in which a plurality of linear waveforms are successively connected so that the gradient gradually increases with time. It is good also as such a characteristic.

  Further, the second depression side reaction force characteristic is not limited to the above-described characteristic as long as the increase rate increases with time, such as a waveform in which a quadratic function waveform and a linear waveform are combined.

  Similarly, the first stepping-side reaction force characteristic is not limited to the above-described linear waveform characteristic, but is increased according to time, such as a quadratic function waveform or a combination of a plurality of waveforms. If it is a characteristic which increases, it will not be restricted to the characteristic mentioned above.

  That is, the high output mode stepping-side reaction force characteristic is not limited to the stepping-side reaction force characteristic composed of two types of waveforms, that is, the first stepping-side reaction force characteristic and the second stepping-side reaction force characteristic. As long as the characteristic increases, the step-side reaction force characteristic including one type or three or more types of waveforms may be used.

  Further, as described above, the operation mode is not limited to be switched using the operation mode changeover switch 60, and may be switched by another method such as switching by a lever operation of a shift lever, for example.

  Further, in the high output mode stepping-side reaction force characteristics and the high output mode stepping-back reaction force characteristics in the second and third embodiments described above, the pedal reaction force is the same as the pedal reaction force in the standard mode. Although it was set to a characteristic that suppresses an increase in the pedal reaction force with respect to an increase in the accelerator opening so as to become a characteristic (FIGS. 6 and 11), the present invention is not limited to this, and the pedal reaction force is greater than the pedal reaction force in the standard mode It may be set to a characteristic that suppresses the increase in the range.

  Furthermore, as described above, the reaction force applying unit 40P1 is not limited to the configuration including the spring-type reaction force characteristic changing unit 40A that changes the reaction force characteristic by changing the urging force of the return spring 45. 8A and 8B can be used in another embodiment.

As shown in FIG. 8A, the reaction force applying unit 40P2 has a base end portion 20A of the accelerator pedal 20 fixed thereto, and is connected to the holding shaft 50 that is rotatable with respect to the vehicle body, and the holding shaft 50 and the vehicle body. The return spring 45P2 urged in the direction in which the accelerator opening becomes 0, the first friction member 51 fixed to one end of the holding shaft 50, and the holding shaft 50 with respect to the first friction member 51 A second friction member 52 opposed to the first friction member 52, an actuator 41P2 that slides the second friction member 52 against the first friction member 51 so that the second friction member 52 can be pressed against or separated from the first friction member 51, and guides the sliding of the second friction member 52 And a screw shaft 53 to be used.
In FIG. 8A, reference numeral 54 denotes a guide shaft, reference numeral 55 denotes a bearing, and reference numeral 30 denotes an accelerator pedal opening detection sensor.

  As shown in FIG. 8A, the reaction force applying unit 40P1 changes the frictional force of each other according to how the second frictional member 52 is pressed against the first frictional member 51 by the driving force of the actuator 41P2. Thus, a so-called friction-type reaction force characteristic changing unit that changes the reaction force characteristic can be provided.

  Furthermore, as shown in FIG. 8B, as the reaction force application unit 40 </ b> P <b> 3 of another embodiment, the reaction force application unit 40 </ b> P <b> 2 described above is provided between the motor 41 </ b> P <b> 2 as an actuator and one end side of the holding shaft 50. The first friction member 51, the second friction member 52, and the guide shaft 54 are not provided, but the speed reducer 57 is interposed, and the driving force of the motor 41P2 is transmitted to the holding shaft 50 via the speed reducer 57. The motor 41P2 may directly generate a reaction force (regenerative force, repulsive force) with respect to the depression force of the accelerator pedal 20.

  As described above, the present invention relates to a pedal reaction in an automobile including, for example, an accelerator opening detection unit that detects the accelerator opening of an accelerator pedal and a vehicle travel control unit that controls driving force based on the accelerator opening. An accelerator pedal reaction force control device for an automobile that controls force, a pedal operation change amount detection means for detecting an operation change amount that changes due to an operation of an accelerator pedal, and a pedal operation change amount detection unit that increases the pedal reaction force more than in a first mode. Pedal reaction force suppression means is provided for suppressing an increase in the pedal reaction force when the pedal operation change amount detection means detects the operation change amount greater than or equal to a predetermined value when the two mode is set. This is useful for a vehicle accelerator pedal reaction force control device.

DESCRIPTION OF SYMBOLS 1 ... Vehicle accelerator pedal reaction force control apparatus 20 ... Accelerator pedal 30 ... Accelerator pedal opening degree detection sensor (Accelerator opening degree detection means)
31 ... Accelerator pedal speed detection sensor (pedal operation change detection means)
50. ECU (vehicle travel control means and pedal reaction force suppression means)

Claims (3)

An accelerator pedal reaction force control device for an automobile that controls pedal reaction force in an automobile comprising accelerator opening detection means for detecting an accelerator opening of an accelerator pedal and vehicle travel control means for controlling driving force based on the accelerator opening Because
A pedal operation change amount detecting means for detecting an operation change amount that is changed by an operation of an accelerator pedal;
When the pedal operation change amount is detected by the pedal operation change amount detecting means when the pedal operation change amount detection unit detects that the pedal reaction force is greater than the first mode, the pedal reaction force An accelerator pedal reaction force control device for a vehicle, comprising pedal reaction force suppression means for suppressing an increase. The pedal operation change amount detecting means is a pedal operation speed detecting means for detecting an operation speed as an operation change amount,
The second mode has a characteristic of increasing the reaction force increase amount with respect to the first mode as the accelerator opening increases, and when the operation speed is higher than a predetermined value, the reaction force with respect to the accelerator opening increase amount. The accelerator pedal reaction force control device for a vehicle according to claim 1, wherein an increase in the increase amount is suppressed. The second mode is a high output mode in which the driving force with respect to the accelerator opening is set higher than the first mode, and the pedal reaction force suppression means has a larger pedal reaction force than the first mode. The accelerator pedal reaction force control device for a vehicle according to claim 1 or 2, wherein the range is set to a characteristic that suppresses an increase in pedal reaction force with respect to an increase in accelerator opening.

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